Autonomous driving system

ABSTRACT

An autonomous driving system configured to perform an autonomous driving of a vehicle includes a lane change determination unit configured to determine a necessity of an operation intervention for a lane change of the vehicle by a driver of the vehicle during the autonomous driving, a lane change request unit configured to request the driver to perform the operation intervention for the lane change of the vehicle when the lane change determination unit determines that it is necessary to perform the operation intervention for the lane change of the vehicle by the driver, and a mode switching unit configured to switch a steering torque mode for a lane keep control in the autonomous driving from a normal steering torque mode to a weak steering torque mode when the driver is requested to perform the operation intervention for the lane change of the vehicle.

TECHNICAL FIELD

The present disclosure relates to an autonomous driving system.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of priority from Japanese PatentApplication No. 2018-145110 filed Aug. 1, 2018, the entire contents ofwhich are incorporated herein by reference.

BACKGROUND

In the related art, Japanese Patent No. 3622329 is known as a technicalliterature relating to an autonomous driving system. This publicationdiscloses a vehicle steering device that sets an autonomous steeringmode when an output of a torque sensor by a driver is lower than apredetermined threshold value, and sets a power steering mode when theoutput from the torque sensor is equal to or higher than thepredetermined threshold value. When the power steering mode is set, asteering force from the driver is strengthened or suppressed accordingto the travel state of a host vehicle.

SUMMARY

Incidentally, a vehicle control in which a lane change of the vehicle isautonomously performed is known as one of the autonomous driving of thevehicle. However, when road conditions are complicated or when adistance is not sufficient for the autonomous lane change, the drivermay need to perform the lane change even during the autonomous driving.On the other hand, even if the system requests the driver to perform thelane change operation during the autonomous driving, it is necessary topreserve the steering torque in order for a lane keep control based onan assumption that the driver does not appropriately steer. In such acase, it is required to appropriately adjust the steering torque withrespect to the steering by the driver.

Therefore, in the present technical field, it is desired to provide anautonomous driving system capable of appropriately adjusting thesteering torque with respect to the operation intervention by the driverfor the lane change during the autonomous driving.

According to an aspect of the present disclosure, there is provided anautonomous driving system configured to perform an autonomous driving ofa vehicle, the system includes a lane change determination unitconfigured to determine a necessity of an operation intervention for alane change of the vehicle by a driver of the vehicle during theautonomous driving, a lane change request unit configured to request thedriver to perform the operation intervention for the lane change of thevehicle when the lane change determination unit determines that it isnecessary to perform the operation intervention for the lane change ofthe vehicle by the driver, and a mode switching unit configured toswitch a steering torque mode for a lane keep control in the autonomousdriving from a normal steering torque mode to a weak steering torquemode when the driver is requested to perform the operation interventionfor the lane change of the vehicle.

According to the autonomous driving system in the aspect of the presentdisclosure, if it is determine that it is necessary for the driver toperform the operation intervention for the lane change of the vehicle,the driver is requested to perform the operation intervention for thelane change of the vehicle and the steering torque mode for the lanekeep in the control autonomous driving is switched to the weak steeringtorque mode from the normal steering torque mode. Therefore, in theautonomous driving system, if it is determined that it is necessary forthe driver to perform the operation intervention for the lane change,since the steering torque for the lane keep control is switched to theweak steering torque mode, it becomes easy for the driver to perform thelane change of the vehicle compared to a case when the steering torquefor the lane keep control is maintained as the normal steering torquemode. Therefore, it is possible to appropriately adjust the steeringtorque for the lane keep control with respect to the operationintervention by the driver for the lane change.

In the autonomous driving system in the aspect of the presentdisclosure, the weak steering torque mode may be a mode that weakens,compared to that in the normal steering torque mode, the steering torqueof the lane keep control in the direction of the lane change of thevehicle among the right direction and the left direction of the vehicle,and does not change the steering torque of the lane keep control in thedirection opposite to the direction of lane change of the vehicle.

In the autonomous driving system in the aspect of the presentdisclosure, the system may be configured to further include an areaswitching unit configured to switch an area between an ignorance areawhere the vehicle is caused to travel by the control of the autonomousdriving even if there is an operation intervention by the driver, acooperation area where the vehicle is caused to travel under acooperation between the operation intervention by the driver and thecontrol of the autonomous driving, and a cut-off area where the vehicleis caused to travel by the operation intervention by the driver withoutreflecting the control of the autonomous driving according the amount ofoperation intervention by the driver during the autonomous driving. Thearea switching unit may be configured to switch the area to thecooperation area if the amount of operation intervention by the driverbecomes equal to or greater than a first threshold value, and to switchthe area to the cut-off area if the amount of operation intervention bythe driver is equal to or greater than the second threshold value whichis greater than the first threshold value. The first threshold value anda second threshold value are switched to smaller values in the weaksteering torque mode than that in the normal steering torque mode.

According to an aspect of the present disclosure, when the operationintervention by the driver for the lane change of the vehicle isrequired during the autonomous driving, it is possible to appropriatelyadjust the steering torque for the lane keep control with respect to theoperation intervention by the driver for the lane change.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram illustrating an autonomous driving systemaccording to one embodiment.

FIG. 2 is a diagram for explaining switching of an area in theautonomous driving system.

FIG. 3 is a flowchart illustrating steering torque mode switchingprocessing in the autonomous driving system.

FIG. 4A is a flowchart illustrating area switching processing in theautonomous driving system.

FIG. 4B is a flowchart illustrating threshold value switching processingin the autonomous driving system.

DETAILED DESCRIPTION

Hereinafter, embodiments of the present disclosure will be describedwith reference to the drawings.

FIG. 1 is a block diagram illustrating an autonomous driving systemaccording to an embodiment. An autonomous driving system 100 illustratedin FIG. 1 is mounted on a vehicle such as a passenger car, and performsan autonomous driving of the vehicle. The autonomous driving is avehicle control that causes the vehicle to autonomously travel toward adestination set in advance. In the autonomous driving, the driver doesnot perform a driving operation, and the vehicle can travelautonomously.

In the autonomous driving in the present embodiment, a lane keep controlis performed to suppress a deviation of the vehicle from a travelinglane. In the lane keep control, when the vehicle approaches the rightand left lane marking lines of the traveling lane, a steering torque isgiven to a steering portion of the vehicle such that the vehicle returnsto the center of the traveling lane. A well-known technology can beadopted for the lane keep control.

Configuration of Autonomous Driving System

The autonomous driving system 100 includes an electronic control unit(ECU) 10 that performs overall management of the system. The ECU 10 isan electronic control unit including a central processing unit (CPU),read only memory (ROM), random access memory (RAM), and the like. In theECU 10, for example, various functions are realized by loading a programstored in the ROM into the RAM and executing the program loaded in theRAM by the CPU. The ECU 10 may be configured with a plurality ofelectronic units.

The ECU 10 is connected to a GPS receiver 1, an external sensor 2, aninternal sensor 3, a map database 4, driving operation detection unit 5,a human machine interface (HMI) 6, and an actuator 7.

The GPS receiver 1 measures a position of the vehicle (for example, thelatitude and longitude of the vehicle) by receiving signals from threeor more GPS satellites. The GPS receiver 1 transmits information on themeasured position of the vehicle to the ECU 10.

The external sensor 2 is a detection device that detects a surroundingsituation of the vehicle. The external sensor 2 includes at least one ofa camera and a radar sensor.

The camera is an imaging device that images an external situation of thevehicle. The camera is provided on the inside of a windshield of thevehicle. The camera transmits the imaging information relating to theexternal situation of the vehicle to the ECU 10. The camera may be amonocular camera or may be a stereo camera.

The radar sensor is a detection device that detects objects around thevehicle using radio waves (for example, millimeter waves) or light. Theradar sensor includes, for example, at least one of the millimeter waveradar or a light detection and ranging (LIDAR). The radar sensortransmits the radio wave or light to the surroundings of the vehicle,and detects the objects by receiving radio waves or light reflected fromthe objects. The radar sensor transmits the detected object informationto the ECU 10. The objects include fixed objects such as guard rails andbuildings, as well as moving objects such as pedestrians, bicycles, andother vehicles.

The internal sensor 3 is a detection device that detects a travelingstate of the vehicle. The internal sensor 3 includes a vehicle speedsensor, an accelerator sensor, and a yaw rate sensor. The vehicle speedsensor is a measuring device that measures a speed of the vehicle. Asthe vehicle speed sensor, for example, a vehicle wheel speed sensor isused, which is provided on vehicle wheels of the vehicle or on a driveshaft rotating integrally with vehicle wheels, and measures a rotationalspeed of the vehicle wheels. The vehicle speed sensor transmits themeasured vehicle speed information to the ECU 10.

The accelerator sensor is a measuring device that measures anacceleration of the vehicle. The accelerator sensor includes, forexample, a longitudinal accelerator sensor that measures acceleration inthe longitudinal direction of the vehicle and a lateral acceleratorsensor that measures a lateral acceleration of the vehicle. Theaccelerator sensor, for example, transmits the acceleration informationof the vehicle to the ECU 10. The yaw rate sensor is a measuring devicethat measures a yaw rate (rotation angular velocity) around the verticalaxis at the center of gravity of the vehicle. As the yaw rate sensor,for example, a Gyro sensor can be used. The yaw rate sensor transmitsthe measured yaw rate information of the vehicle to the ECU 10.

The map database 4 is a database that stores map information. The mapdatabase 4 is formed, for example, in a hard disk drive (HDD) mounted onthe vehicle. The map information includes position information on alane, information on a shape of the lane (for example, a curve, a lanewidth, or the like), position information on a stop line, information onpositions of a merge point and a branch, and information on a positionof buildings. The map information may also include speed relatedinformation such as a legal speed associated with the position orsection on the map. The map information includes position information ofmarking objects such as utility poles used for vehicle positionrecognition. The map database 4 may be stored in a server such as amanagement center that can communicate with the vehicle.

The driving operation detection unit 5 detects a driving operation ofthe operation portion of the vehicle by the driver. The drivingoperation detection unit 5 includes, for example, a steering sensor, anaccelerator sensor, and a brake sensor. The operation portion of thevehicle is a device that the driver inputs an operation for driving thevehicle.

The operation portion of the vehicle includes at least one of a steeringportion of the vehicle, an accelerator operation portion of the vehicle,and a brake operation portion of the vehicle. The steering portion is,for example, a steering wheel. The steering portion is not limited to aform of wheel, but may be any configuration as long as the portionperforms a steering function. The accelerator operation portion is, forexample, an accelerator pedal. The brake operation portion is, forexample, a brake pedal. The accelerator operation portion and the brakeoperation portion do not necessarily need to be a pedal, and anyconfiguration may be used as long as acceleration or deceleration can beinput by the driver.

The steering sensor measures an amount of operation of the steeringportion by the driver. The amount of operation of the steering portionincludes at least a steering torque or a steering angle. The acceleratorsensor measures an amount of operation of the accelerator operationportion by driver. The amount of operation of the accelerator operationportion includes, for example, a depression amount of the acceleratorpedal. The brake sensor measures an amount of operation of the brakeoperation portion by the driver. The amount of operation of the brakeoperation portion includes, for example, a depression amount of thebrake pedal. A depression speed may be included in the amount ofoperation of the accelerator operation portion and the brake operationportion. The driving operation detection unit 5 transmits the operationamount information relating to the measured amount of operation by thedriver to the ECU 10.

The HMI 6 is a device that performs inputting and outputting of theinformation between the autonomous driving system 100 and occupants. TheHMI 6 is includes an input portion such as a touch panel for inputtingthe operation by the occupant, a display for outputting an image, aspeaker for outputting a sound, and the like. The HMI 6 outputs theimage on the display and outputs the sound from the speaker according toa control signal from the ECU 10. The HMI 6 may include a head-updisplay for projecting and displaying the windshield of the vehicle orthe like.

The actuator 7 is a device used for controlling the vehicle. Theactuator 7 includes at least a drive actuator, a brake actuator and asteering actuator. The throttle actuator controls a driving force of thevehicle by controlling an amount of air (throttle opening degree)supplied to the engine according to the control signal from the ECU 10.If the vehicle is a hybrid vehicle, in addition to the amount of airsupplied to the engine, the control signal from the ECU 10 is input to amotor as a power source, and the driving force of the vehicle iscontrolled. If the vehicle is an electric vehicle, the control signalfrom the ECU 10 is input to a motor as a power source, and the drivingforce of the vehicle is controlled. The motor as the power source inthese cases configures the actuator 7.

The brake actuator controls the brake system according to the controlsignal from the ECU 10 and controls a braking force applied to thewheels of the vehicle. For example, a hydraulic brake system can be usedas the brake system. The steering actuator controls the driving of anassist motor controlling a steering torque of an electric power steeringsystem according to the control signal from the ECU 10. As a result, thesteering actuator controls the steering torque of the vehicle.

Next, a functional configuration of the ECU 10 will be described. TheECU 10 includes a vehicle position recognition unit 11, a surroundingenvironment recognition unit 12, a travel state recognition unit 13, atravel plan generation unit 14, an operation intervention recognitionunit 15, a lane change determination unit 16, a lane change request unit17, a mode switching unit 18, an area switching unit 19 and a vehiclecontrol unit 20. A part of the functions of the ECU 10 described abovemay be performed by a server capable of communicating with the vehicle.

The vehicle position recognition unit 11 recognizes a position of thevehicle on the map based on the position information from the GPSreceiver 1 and the map information in the map database 4. In addition,the vehicle position recognition unit 11 recognizes position informationof the marking object included in the map information in the mapdatabase 4 and performs the vehicle position recognition with highaccuracy using the result of detection performed by the external sensor2 using the simultaneous localization and mapping (SLAM) technology. Thevehicle position recognition unit 11 may recognize the position of thevehicle on the map using a known method.

The surrounding environment recognition unit 12 recognizes thesurrounding environment of the vehicle based on the result of detection(the object information by the radar sensor and/or the imaginginformation by the camera) performed by the external sensor 2. Thesurrounding environment includes a situation of objects around thevehicle. The situation of the object is, for example, a relativeposition and a relative speed of the object relative to the vehicle. Thesurrounding environment may include recognition results of lane lines (alane boundary line, a center line, and the like) around the vehicle. Thesurrounding environment recognition unit 12 recognizes the relativeposition of the lane line relative to the vehicle by well-known whiteline recognition based on the result of detection of the external sensor2.

The travel state recognition unit 13 recognizes the travel state of thetraveling vehicle based on the result of measurement performed by theinternal sensor 3. The travel state includes the speed of the vehicle,the acceleration of the vehicle, and the yaw rate of the vehicle.Specifically, the travel state recognition unit 13 recognizes the speedof the vehicle based on the vehicle speed information from the vehiclespeed sensor. The travel state recognition unit 13 recognizes theacceleration (a longitudinal acceleration and a lateral acceleration) ofthe vehicle based on the vehicle speed information from the acceleratorsensor. The travel state recognition unit 13 recognizes the direction ofthe vehicle based on the yaw rate information from the yaw rate sensor.

The travel plan generation unit 14 generates a travel plan for thecontrol of the autonomous driving based on a target route set inadvance, the map information in the map database 4, the position of thevehicle on the map recognized by the vehicle position recognition unit11, the surrounding environment of the vehicle recognized by thesurrounding environment recognition unit 12, and the travel state of thevehicle recognized by the travel state recognition unit 13. The targetroute is set based on the destination set by the driver or theautonomous driving system 100, the map information, and the position ofthe vehicle on the map. The target route may be set by a well-knownnavigation system.

The travel plan includes a steering plan relating to the steering of thevehicle and a vehicle speed plan relating to the speed of the vehicle.The steering plan includes a target steering angle according to theposition on the route on which the vehicle travels by the autonomousdriving control. The position on the route is a position of the route(that is, the target route of autonomous driving control) on the map inthe extending direction. Specifically, the position on the route can bea set vertical position set at a predetermined interval (for example, 1m) in the extending direction of the route. The target steering angle isa control target value of the steering angle of the vehicle in thetravel plan. The travel plan generation unit 14 generates the steeringplan by setting a target steering angle for each position separated by apredetermined distance on the route. Instead of the target steeringangle, the target steering torque or a target lateral position (a targetposition of the vehicle in the width direction of the road) may be used.

The vehicle speed plan includes a target vehicle speed corresponding tothe position on the route on which the vehicle travels by the autonomousdriving control. The target vehicle speed is a control target value ofthe vehicle speed in the travel plan. The travel plan generation unit 14generates the vehicle speed plan by setting the target vehicle speed foreach position separated by a predetermined interval on the route.Instead of the target vehicle speed, a target acceleration or a targetjerk may be used. A time may be used as a reference instead of theposition on the route (set vertical position). The travel plan in theautonomous driving is not limited to the content described above.

The operation intervention recognition unit 15 recognizes an amount ofoperation intervention by the driver during the autonomous driving ofthe vehicle. The operation intervention recognition unit 15 recognizesthe operation intervention by the driver based on the driving operationdetected by the driving operation detection unit 5. The operationintervention by the driver is to temporarily reflect the drivingoperation by the driver on the traveling of the vehicle withoutcanceling the autonomous driving. When the operation intervention by thedriver ends, the driving returns to the original autonomous driving. Theamount of operation intervention is an amount of operation by the driverin the operation intervention during autonomous driving (an amount ofsteering, an amount of accelerator operation, and an amount of brakeoperation). The operation intervention recognition unit 15 recognizes atleast the amount of steering by the driver as the amount of operationintervention.

The lane change determination unit 16 determines a necessity ofoperation intervention for the lane change of the vehicle by the driverof the vehicle. When the lane change of the vehicle by the autonomousdriving cannot be performed due to an operational design domain (ODD) orthe like, the autonomous driving system 100 requests the driver toperform the lane change of the vehicle. The lane change determinationunit 16 determines the necessity of operation intervention for the lanechange of the vehicle by the driver based on, for example, the targetroute of the vehicle (or the travel plan), the position of the vehicleon the map, and the map information.

Specifically, the lane change determination unit 16 determines that itis necessary for the driver to perform the operation intervention forthe lane change of the vehicle when a length of a lane changeablesection for the vehicle is shorter than a distance sufficient for thelane change by the autonomous driving. The lane changeable section forthe vehicle is assumed to be a section where the traveling lane of thevehicle and the lane of a lane change destination are adjacent to eachother. The distance sufficient for the lane change by the autonomousdriving is a distance set in advance by the operational design domain orthe like. The distance sufficient for the lane change by the autonomousdriving may be changed according to the vehicle speed of the vehicle.

For example, on an elevated highway in which each lane is providedindependently, if the lane changeable section for the vehicle where thetraveling lane of the vehicle and the lane of the lane changedestination partially travels in parallel is short, and thus, the lengthof the section is shorter than the distance sufficient for the lanechange by the autonomous driving, the lane change determination unit 16determines that it is necessary for the driver to perform the operationintervention for the lane change of the vehicle.

When the lane change of the vehicle to an adjacent lane is required forconnecting the vehicle from the traveling lane to the branch road inorder to enter a branch road along the target route, and when thedistance from the vehicle to an entrance of the branch road (thedistance in the lane extending direction) is shorter than the distancesufficient for the lane change by the autonomous driving, the lanechange determination unit 16 may determine that it is necessary for thedriver to perform the operation intervention for the lane change of thevehicle.

The lane change determination unit 16 may determine the necessity ofoperation intervention for the lane change of the vehicle by the driverbased on the target route of the vehicle, the position of the vehicle onthe map, and the surrounding environment of the vehicle. The targetroute of the vehicle can be replaced by the travel plan. For example, ifthe lane change of the vehicle is required in order to travel along thetarget route, and when the number of other vehicles traveling around thevehicle (for example, a certain distance from the vehicle) is greaterthan a lane change applicable number set in advance by the operationaldesign domain, the lane change determination unit 16 may determine thatit is necessary for the driver to perform the operation intervention forthe lane change of the vehicle. The number of other vehicles may becounted by distinguishing the vehicles between the number offour-wheeled vehicles and the number of two-wheeled vehicles. Inaddition, instead of the number of other vehicles, the number ofpedestrians may be counted.

If it is determined by the lane change determination unit 16 that it isnecessary for the driver to perform the operation intervention for thelane change of the vehicle, the lane change request unit 17 requests thedriver to perform the operation intervention for the lane change of thevehicle. The lane change request unit 17 requests the driver to performthe operation intervention for the lane change of the vehicle bytransmitting the control signal to the HMI 6.

The lane change request unit 17 makes the request to the driver, forexample, by the sound output from the speaker in the vehicle. The lanechange request unit 17 may make the request to the driver by outputtingan image on the display in the vehicle. In addition to the sound outputand/or the image output, the lane change request unit 17 may make therequest to the driver by the vibration of the steering wheel or thedriver's seat of the vehicle.

When the operation intervention for the lane change of the vehicle isrequested to the driver by the lane change request unit 17, the modeswitching unit 18 switches a steering torque mode for the lane keepcontrol in the autonomous driving from a normal steering torque mode toa weak steering torque mode. The lane keep control is not canceled evenif the operation intervention for the lane change of the vehicle isrequested to the driver. The lane keep control gives a steering torqueto make reaction force to the steering torque by the driver trying toperform the lane change of the vehicle by the operation intervention inresponse to the request.

The normal steering torque mode is a mode performed during the normallane keep control in the autonomous driving. In normal steering torquemode, when the vehicle approaches the lane marking lines on the rightand left side of the traveling lane, the steering torque set in advancein the lane keep control is given to the steering portion of thevehicle. In the lane keep control, the steering torque is given suchthat the vehicle returns to the center of the traveling lane.

The weak steering torque mode is a mode that weakens the steeringtorque, compared to that in the normal steering torque mode, for thelane keep control in the direction of lane change of the vehicle out ofthe right and left direction of vehicle. And The weak steering torquemode does not change the steering torque for the lane keep control inthe direction opposite to the direction of the lane change of thevehicle. In the weak steering torque mode, at least the steering torquein the direction of lane change of the vehicle is weaker than that inthe normal steering torque mode.

If the lane change of the vehicle is completed by the operationintervention by the driver without the cancellation of the autonomousdriving, the mode switching unit 18 returns the steering torque mode forthe lane keep control to the normal steering torque mode. The completionof lane change of the vehicle can be recognized by detecting that thevehicle has crossed the lane marking lines, for example, based on thesurrounding environment of the vehicle (the imaging information from thecamera, and the like).

The area switching unit 19 switches an area for the autonomous drivingaccording to the amount of operation intervention by the driver duringthe autonomous driving. The area switching unit 19 switches the areabetween an ignorance area, a cooperation area and a cut-off areaaccording to the amount of operation intervention by the driver. Theignorance area is an area where the vehicle is caused to travel by thecontrol of the autonomous driving even if there is an operationintervention by the driver. A case when the driver does not perform anyoperation intervention is also the ignorance area.

The cooperation area is an area where the vehicle is caused to travelunder a cooperation between the operation intervention by the driver andthe control of the autonomous driving. In the cooperation area, theamount of operation intervention by the driver is not reflected in thetraveling of the vehicle as it is, but reflected in the traveling of thevehicle after adjusting and assisting the amount of operationintervention so as to follow the travel plan in the autonomous driving.A well-known technology can be adopted as the cooperation between theoperation intervention by the driver and the control of the autonomousdriving in the cooperation area.

The cut-off area is an area where the vehicle is caused to travel by theoperation intervention by the driver without reflecting the control ofthe autonomous driving. In the cut-off area, the amount of operationintervention by the driver is directly reflected in the traveling of thevehicle. By switching the area to the cut-off area, the autonomousdriving is not canceled, and the generation of the travel plan iscontinued in the background even in the cut-off area.

The area switching unit 19 switches the area to the cooperation areawhen the amount of operation intervention by the driver becomes equal toor greater than a first threshold value. In addition, the area switchingunit 19 switches the area to the cut-off area when the amount ofoperation intervention by the driver becomes equal to or greater than asecond threshold value.

The first threshold value is a value set in advance. The secondthreshold value is a value set in advance, and is greater than the firstthreshold value. When the steering torque mode for the lane keep controlis the weak steering torque mode, the first threshold value and thesecond threshold value are switched to values smaller than that in thenormal steering torque mode. The amount of operation intervention by thedriver is, as an example, the amount of operation (the steering torqueor the steering angle) of the steering portion by the driver. The amountof operation intervention by the driver may include an amount ofoperation of the accelerator operation portion and/or an amount ofoperation of the brake operation portion. In this case, appropriatevalues are set for the first threshold value and the second thresholdvalue for the amount of operation of the accelerator operation portionand the amount of operation of the brake operation portion,respectively.

FIG. 2 is a diagram for explaining switching of the area in theautonomous driving system. In FIG. 2, the first threshold value in thenormal steering torque mode is indicated as TA_(n), the second thresholdvalue in the normal steering torque mode is indicated as TB_(n), thefirst threshold value in the weak steering torque mode is indicated asTA_(w), and the second threshold value in the weak steering torque modeis indicated as TB_(w). As illustrated in FIG. 2, the first thresholdvalue TA_(w) in the weak steering torque mode is smaller than the firstthreshold value TA_(n) in the normal steering torque mode. Similarly,the second threshold value TB_(w) in the weak steering torque mode issmaller than the second threshold value TB_(n) in the normal steeringtorque mode.

As illustrated in FIG. 2, the area switching unit 19 switches the areafrom the ignorance area to the cooperation area, and from thecooperation area to the cut-off area as the amount of operationintervention by the driver during autonomous driving increases. In theweak steering torque mode, the area switching unit 19 switches the areafrom the ignorance area to the cooperation area in response to a smalleramount of operation intervention than in the normal steering torquemode. Similarly, In the weak steering torque mode, the area switchingunit 19 switches the area from the cooperation area to the cut-off areain response to a smaller amount of operation intervention than in thenormal steering torque mode.

The vehicle control unit 20 executes the autonomous driving of thevehicle by controlling the traveling of the vehicle. The vehicle controlunit 20 performs the autonomous driving of the vehicle based on theposition of the vehicle on the map, the map information, the surroundingenvironment of the vehicle, the travel state of the vehicle, and thetravel plan. The vehicle control unit 20 performs the autonomous drivingof the vehicle including the lane keep control by transmitting thecontrol signal to the actuator 7.

When the area switching unit 19 switches the area for the autonomousdriving from the ignorance area to the cooperation area, the vehiclecontrol unit 20 causes the amount of operation intervention by thedriver recognized by the operation intervention recognition unit 15 andthe control of the autonomous driving to cooperate with each other tocause the vehicle to travel. When the area switching unit 19 switchesthe area for the autonomous driving to the cut-off area, the vehiclecontrol unit 20 causes the vehicle to travel along the amount ofoperation intervention by the driver by transmitting the control signalto the actuator 7 according to the amount of operation intervention bythe driver.

Processing by Autonomous Driving System

Next, the processing by the autonomous driving system 100 in the presentembodiment will be described with reference to the drawings.

Mode Switching Processing

FIG. 3 is a flowchart illustrating the steering torque mode switchingprocessing in the autonomous driving system. The mode switchingprocessing is performed during the autonomous driving of the vehicle.

As illustrated in FIG. 3, as S10, the ECU 10 of the autonomous drivingsystem 100 determines the necessity of the operation intervention forthe lane change of the vehicle by the driver using the lane changedetermination unit 16. The lane change determination unit 16 determinesthe necessity of operation intervention for the lane change of thevehicle by the driver based on, for example, the target route of thevehicle (or the travel plan), the position of the vehicle on the map,and the map information.

If it is determined that it is not necessary for the driver to performthe operation intervention for the lane change of the vehicle (No inS10), The ECU 10 ends the current processing. Thereafter, the ECU 10repeats the processing from S10 after a certain time elapsed. If it isdetermined that it is necessary for the driver to perform the operationintervention for the lane change of the vehicle (Yes in S10), the ECU 10makes the process proceed to S12.

In S12, the ECU 10 requests the driver to perform the operationintervention for the lane change of the vehicle using the lane changerequest unit 17. The lane change request unit 17 requests the driver toperform the operation intervention for the lane change of the vehicle bytransmitting the control signal to the HMI 6 through the sound output orthe like. Thereafter, the ECU 10 makes the process proceed to S14.

In S14, the ECU 10 switches the steering torque mode for the lane keepcontrol in the autonomous driving from the normal steering torque modeto the weak steering torque mode using the mode switching unit 18.Thereafter, the ECU 10 ends the current processing.

Area Switching Processing

FIG. 4A is a flowchart illustrating the area switching processing in theautonomous driving system 100. The area switching processing isperformed when the operation intervention by the driver is recognized bythe operation intervention recognition unit 15 during the autonomousdriving of the vehicle. Here, the case where the area for the autonomousdriving is switched from the ignorance area.

As illustrated in FIG. 4A, as S20, the ECU 10 determines whether or notthe amount of operation intervention by the driver is equal to orgreater than the first threshold value using the area switching unit 19.If it is not determined that the amount of operation intervention by thedriver is equal to or greater than the first threshold value (No inS20), the ECU 10 ends the current processing. Thereafter, the ECU 10repeats the processing from S20 after certain time elapsed. If it isdetermined that the amount of operation intervention by the driver isequal to or greater than the first threshold value (Yes in S20), the ECU10 makes the process proceed to S22.

In S22, the ECU 10 determines whether or not the amount of operationintervention by the driver is equal to or greater than the secondthreshold value using the area switching unit 19. If it is notdetermined that the amount of operation intervention by the driver isequal to or greater than the second threshold value (No in S22), the ECU10 makes the process proceed to S24. If it is determined that the amountof operation intervention by the driver is equal to or greater than thesecond threshold value (Yes in S22), the ECU 10 makes the processproceed to S26.

In S24, the ECU 10 switches the area for the autonomous driving to thecooperation area using the area switching unit 19. Thereafter, the ECU10 ends the current processing.

In S26, the ECU 10 switches the area for the autonomous driving to thecut-off area using the area switching unit 19. Thereafter, the ECU 10ends the current processing.

Threshold Value Switching Processing

FIG. 4B is a flowchart illustrating the threshold value switchingprocessing in the autonomous driving system. The threshold valueswitching processing is performed during the autonomous driving of thevehicle.

As illustrated in FIG. 4B, as S30, the ECU 10 determines whether or notthe steering torque mode is switched to the weak steering torque modeusing the mode switching unit 18. If it is determined that the steeringtorque mode for the lane keep control in the autonomous driving is notswitched to the weak steering torque mode (No in S30), the ECU 10 endsthe current processing. Thereafter, the ECU 10 repeats the processingfrom S30 after certain time elapsed. If it is determined that thesteering torque mode for the lane keep control in the autonomous drivingis switched to the weak steering torque mode (Yes in S30), the ECU 10makes the process to proceed to S32.

In S32, the ECU 10 switches the first threshold value and the secondthreshold value to small values using the area switching unit 19 (referto FIG. 2). Thereafter, the ECU 10 ends the current processing.

Operational Effects of Autonomous Driving System

According to the autonomous driving system 100 in the presentembodiment, if it is determine that it is necessary for the driver toperform the operation intervention for the lane change of the vehicle,the driver is requested to perform the operation intervention for thelane change of the vehicle and the steering torque mode for the lanekeep in the control autonomous driving is switched to the weak steeringtorque mode from the normal steering torque mode. Therefore, in theautonomous driving system 100, if it is determined that it is necessaryfor the driver to perform the operation intervention for the lanechange, since the steering torque for the lane keep control is switchedto the weak steering torque mode, it becomes easy for the driver toperform the lane change of the vehicle compared to a case when thesteering torque for the lane keep control is maintained as the normalsteering torque mode. Therefore, it is possible to appropriately adjustthe steering torque for the lane keep control with respect to theoperation intervention by the driver for the lane change.

In addition, according to the autonomous driving system 100, in the weaksteering torque mode, the steering torque for the lane keep control inthe direction of lane change of the vehicle is weakened, and thesteering torque in the direction opposite to the direction of lanechange is not changed. Therefore, even if the driver mistakenly steersin the direction opposite to the direction of lane change, it ispossible to suppress the deviation of the vehicle from the lane byreceiving the steering torque for the lane keep control.

Furthermore, according to the autonomous driving system 100, in the weaksteering torque mode, since the first threshold value and the secondthreshold value are switched to small values compared to that in thenormal steering torque mode, the area can be switched from the ignorancearea to the cooperation area and the cut-off area using less amount ofoperation intervention by the driver than that when the first thresholdvalue and the second threshold value are not changed, and thus, it ispossible to make the lane change of the vehicle easy to be performed bythe operation intervention by the driver.

The preferred embodiments of the present disclosure are described above,however, the present disclosure is not limited to the above-describedembodiments. In addition to the above-described embodiments, the presentdisclosure can be embodied in various forms including variousmodifications and improvements based on the knowledge of those skilledin the art.

For example, in the weak steering torque mode, the steering torque onboth the left and right directions of the lane keep control may beweakened compared to that in the normal steering torque mode.Alternatively, in the weak steering torque mode, the steering torque forthe lane keep control in the direction of lane change of the vehicle maybe weakened compared to that in the normal steering torque mode, and thesteering torque in the direction opposite to the direction of lanechange may be strengthened compared to that in the normal steeringtorque mode.

In a case of the weak steering torque mode, the area switching unit 19may switch only one of the first threshold value and the secondthreshold value to a smaller value than that in the case of the normalsteering torque mode rather than switching both the first thresholdvalue and the second threshold value. In addition, in a case of the weaksteering torque mode, the area switching unit 19 does not necessarilyneed to change the first threshold value and/or the second thresholdvalue compared to the normal steering torque mode.

The autonomous driving system 100 does not necessarily need to includethe area switching unit 19. That is, the autonomous driving system 100does not necessarily need to switch the area between the ignorance area,cooperation area, and the cut-off area. When the operation interventionis performed by the driver, the autonomous driving system 100 maypreferentially reflect the operation intervention by the driver to thetraveling of the vehicle regardless of the amount of operationintervention.

What is claimed is:
 1. An autonomous driving system configured toperform an autonomous driving of a vehicle, comprising: a lane changedetermination unit configured to determine a necessity of an operationintervention for a lane change of the vehicle by a driver of the vehicleduring the autonomous driving; a lane change request unit configured torequest the driver to perform the operation intervention for the lanechange of the vehicle when the lane change determination unit determinesthat it is necessary to perform the operation intervention for the lanechange of the vehicle by the driver; and a mode switching unitconfigured to switch a steering torque mode for a lane keep control inthe autonomous driving from a normal steering torque mode to a weaksteering torque mode when the driver is requested to perform theoperation intervention for the lane change of the vehicle.
 2. Theautonomous driving system according to claim 1, wherein the weaksteering torque mode is a mode that weakens, compared to that in thenormal steering torque mode, the steering torque of the lane keepcontrol in the direction of the lane change of the vehicle among theright direction and the left direction of the vehicle, and does notchange the steering torque of the lane keep control in the directionopposite to the direction of lane change of the vehicle.
 3. Theautonomous driving system according to claim 1, further comprising: anarea switching unit configured to switch an area between an ignorancearea where the vehicle is caused to travel by the control of theautonomous driving even if there is an operation intervention by thedriver, a cooperation area where the vehicle is caused to travel under acooperation between the operation intervention by the driver and thecontrol of the autonomous driving, and a cut-off area where the vehicleis caused to travel by the operation intervention by the driver withoutreflecting the control of the autonomous driving according the amount ofoperation intervention by the driver during the autonomous driving,wherein the area switching unit is configured to switch the area to thecooperation area if the amount of operation intervention by the driverbecomes equal to or greater than a first threshold value, and to switchthe area to the cut-off area if the amount of operation intervention bythe driver is equal to or greater than a second threshold value which isgreater than the first threshold value, and wherein the first thresholdvalue and the second threshold value are switched to smaller values inthe weak steering torque mode than that in the normal steering torquemode.
 4. The autonomous driving system according to claim 2, furthercomprising: an area switching unit configured to switch an area betweenan ignorance area where the vehicle is caused to travel by the controlof the autonomous driving even if there is an operation intervention bythe driver, a cooperation area where the vehicle is caused to travelunder a cooperation between the operation intervention by the driver andthe control of the autonomous driving, and a cut-off area where thevehicle is caused to travel by the operation intervention by the driverwithout reflecting the control of the autonomous driving according theamount of operation intervention by the driver during the autonomousdriving, wherein the area switching unit is configured to switch thearea to the cooperation area if the amount of operation intervention bythe driver becomes equal to or greater than a first threshold value, andto switch the area to the cut-off area if the amount of operationintervention by the driver is equal to or greater than a secondthreshold value which is greater than the first threshold value, andwherein the first threshold value and the second threshold value areswitched to smaller values in the weak steering torque mode than that inthe normal steering torque mode.